Internal-combustion engine.



J. KERNER.

INTERNAL coNBUsTIoN ENGINE.

APPLICATION FILED AUG. Z7, 1912.

. Patented Dec. 23, 1913.

2 SHEETS-SHEET 1.

mmf

J. KBRNER.

INTERNAL coNBUsIIoN ENGINE.

4 .APPLICATION FILED AUG. 27, 1912. 1,082,341 Patented Dec. 23, 1913.

2 SHEET S-SHEBT 2.

JOHN 'KERNEIR 'Oli' NEW YORK, N. Y.

INTERNAL-UUMBUSTIGN ENGINE.

Specification of Letters Patent.

Patented DecrZS, 1913.

, iigpiicneoamednwmav, una semaine more.

y To all/afkomt# may concern.:

Be it known that Ldomr KnRNnm-a sublili resident iof'thecity-of' New York, borough of Manhattan, inthe-county andfSta-te of New York, have invented a new and Improved Internal-Combustion Engine, of which the' following `is a full, clear, and exact description.

rlihis invention relates to internal combustion engines land has reference more particularly to Van engine of the 'two-cycle type which comprises a cylinder, a crank case closed with respect to the cylinder and a piston in the cylinder and having a piston rod intermittently effecting communication between the cylinder and the lcrank case The invention also relates to a two-cycle internal combustion engine in 'which lthe tuel is supplied to the cylinder through a hollow piston rod.

The invention furthermore relates -to the pro-vision in an engine of this type of `a iixed hollow member and a hollow piston rod slidably associated and together afford-- ing means for introducing the :fuel mixture into the cylinder.

An object of the invention is vto provide a simple, strong and eiicient two-cycle internal combustion engine which will `develop great power in proportion to the fuel consumption, 'which is light in weight and compact in liorm, which may comprise any number of units each 'including a cylinder and the associate parts and which can -be easily constructed and readily assembled.

A further object of the invention is to provide an invention ci the class described in which leakage of the uel mixture at the bearings oit the crank case and at vother points is obviated or minimized, in which the burnt gases are thoroughly exhausted from the cylindera't the, end oieach explosion stroke, in which escape. of vthe fuel mixture through the exhaust port while the l.cyl-

inder is being charged is prevented, and

which is 'practically 'noiseless in operation owing to the absence of valves.

A further object of the invention is to provide a two-cycle internal combustion engine in which the fuel mixture is compressed not in the, crank xcase, but in the cylinder itself at the under side. od. the piston, `and in which the fuel 'mixture fis subsequent-ly after compression 'conducted gto jthe working side of the piston through a hollow piston rod and a fhollow fixed part with which the piston is slidably Vassociated, and in which a plurality ei'texhaustoutlets arranged around the Acylinder are provided to insure the evacuationof vthe burnt gases Vfrom the cylinder.

The invention consists in the construction and combination of parts to be more fully described lhereinafter and particularly set forth in the claims.

Reference is to be had to the accompanying draw-ings iorming a part of this specilication, in' which similar characters of reference indicate corresponding parts in all the views, and in whichhm Figure 1 is a vertical section of an engine constituting an embodiment of my invention, showing the piston at the beginning of the power stro-ke; Fig. 2 is a similar view showing the piston during the compression of the lfuel mixture; llig. 3 is a similar view showing the piston at the end of the compression stroke; and Fig. 4 is an enlarged fragmentary section showing a detail of modied' construction.

Before proceeding to a more detailed description of my invention, it should be understood that while I have shown for eX- ample herewith an engine consisting of a single cylinder and its allied parts, any number of lthese units can be combined into a single motor. This can be used in motor vehicles, power boats and yfor other purposes.

Certain of the detail-s of construction shown for example herewith constitute no part of the invention and can -be varied in accordance with individual preference and special conditions without departing from` the underlyingspirit ofthe invention as deined in the appended claims.

Referring more particularly to the drawings, l provide a cylinder 10 of the usual general construction, lhaving the llower end open and provided with a radially disposed flange 11 seated yupon the top of a crank case 12. The latter has bearings of the usual construction for the crank shailt 13. lt is provided with an opening 14 by means of which it communicates with a suitable carbureting device for ysupplyingiuel mixture to the engine. Arranged within the cylinder Vis a fpiston 15 of somewhat -elonlgated 'cylindrical form 'and provided `with piston rings '16. The piston head 17 is at the upper` end of the plston and has a central opening 18 in which is received the upper end of a hollow piston rod 19. The proj ecting extremity of the iston rod is threaded and is secured in p ace by means of a correspondingly threaded nut or ring 20. vThe hollow piston rod extends into the crank case through an opening 21 in the upper part of the crank case and passes through a sleeve 22. The latter is threaded and projects upwardly into the cylinder having at the lowei` edge a laterally extended flange 23 which engages at the under side of the upper part of the crank case around the opening 21. A cap 24 having at the lower edge a radially 'extended flange is located within the cylinder and is screwed upon the sleeve 22 having a flange 25 which seats against the upper side of the crank case top. The cap has a central opening 26 through which the hollow piston rod passes. Packing 27 is located between the cap and the end of the sleeve 22 so that these parts in effect constitute a stuifing box. As a result, there is no direct communication between the crank case and the cylinder, the former being closed with respect to the cylinder and the piston rod alone affording communication between the crank case and the cylinder as will be pointed out hereinafter.'

At the lower end, the piston rod has rigidly associated therewith in the crank case a laterally extended substantially rectangular cross-head 28 having at the ends rollers 29 contacting' with bearing faces 30 arranged in suitably proportioned recesses of the crank case sides so that the crosshead is properly guided in the crank case as the piston reciprocates. A cross-head block 31 constituting a bearing and of the usual construction is slidably arranged within the cross-head. It constitutes a bearing for the crank 32 of the crank shaft 13. The hollow piston rod directly above the cross-head is provided with a plurality of inlet openings 33 and again a distance above these vopenings with voutlet openings 34 Above the last mentioned opening is a partition 35 so that the hollow piston rod is divided into two parts which do not communicate.

Located within the cylinder is a centrally disposed hollow guide member 36 consisting of a split tube or like cylindrical lmember. It .has its upper end rigidly mounted in a recess 37 in the head of the cylinder. A threaded stud 38 extends through an opening 39 of the cylinder head into the member 36, in the upper end of whichl it is screwed.

A It has a head 40 by means of which it can fbe manipulated. The hollow member 36 has at the upper end closely adjacent to the cylinder head a plurality of openings 41. The piston rod near its upper end within the piston has a plurality of openings 42 which may be of angular' form. The cylinder itself near the center thereof has extending completely around it a plurality of exhaust openings 43 through which the burnt gases esca e. It will be understood that if so desire the cylinder may be provided with a water jacket and that an exhaust ipe is also preferably employed for conductmg the escaping gases of combustion from the openings 43. The gases are ignited in any suitable manner, for example by means of an ellectric ignition system including a spark ug. p The operation of the engine is as follows: At the end of the travel of the piston toward the head end of the cylinder, a charge of fuel mixture enters the cylinder under the piston through the hollow piston rod and by way of the openings 33 and 34. The last mentioned openings are uncovered at the end of the upward stroke of the piston as is shown in Fig. ll. When the piston moves downward the openings 34 are'again covered and the charge of fuel in the cylinder is compressed` during the downward' stroke. When the piston reaches the lower end of its travel, the openings 42 of the piston rod pass beyond thefxed member 36 and thus can communicate internally therewith. As a result, the compressed fuel passes through the openings 42 of the hollow piston rod into the hollow member 36 and through the openings 41 thereof into the space above the piston owing to the fact that the pressure above the piston is materially less than underneath it- At the same time the exhaust openings 43 have been uncovered as is shown in Fig. 3 and the burnt gases from the last explosion thus escape through the openings. The inrushingl charge of fuel mixture also assists in expelling the burntgases so that the cylinder is thoroughly scavenged. Vhen the piston again moves upward, the fuel mixture is again compressed. It is subsequently exploded when the piston reaches the upper end of its travel and is again ready to begin a downward stroke. The reciprocation of the piston and'piston rod is transformed into a rotary movement of the crank shaft in t-he usual manner. It will be understood that the end thrust in both directions of the cross-head is taken up by the sides of the crank case, against which the rollers 29 bear.l

member 47 in one direction or the other, the amount of opening uncovered at 46 can be adjusted to regulate correspondingly the amount of fuel mixture which enters the piston at each stroke.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. An internal combustion engine of the two-cycle type comprising a. cylinder, a crank case associated therewith but closed with respect to said cylinder, a piston mounted to reciprocate within said cylinder, a hollow piston rod associated with said piston and extending into said crank case, and a packed joint about said piston rod at said crank case, said piston rod having means near the to and bottom thereof whereby communication is effected between said crank case and the cylinder at one side of the piston and between the two parts of the cylinder separated by the piston.

2. An internal combustion engine of the two-cycle type, comprising `a cylinder, a crank case, a fixed hollow guide member in said cylinder` and a piston in said cylinder having a hollow piston rod slidably associated with said fixed member and extending movably into said crank case, said piston rod and said hollow member affording; communication between said crank case and the cylinder at one side of the piston and between the two parts of the cylinder separated by the piston.

3. An internal combustion engine, comprising a cylinder, a piston therein, a crank case, a hollow piston rod associated with saidpiston and extending into said `crank case, and a hollow fixed member within said cylinder slidably received within said hollow piston rod, said hollow piston rod and said fixed member having openings whereby fuel mixture can enter said cylinder under Said piston from said crank case and pass to the other side of said piston.

4. An internal combustion engine, comprising a cylinder, a piston therein, a crank case, a hollow piston rod associated with said piston and extending into said crank rase, and a hollow fixed member within said cylinder slidably received within said hollow piston, said hollow piston rod and said fixed member having openings whereby fuel mixture can enter said cylinder under said piston from said crank case and pass to the other side of said piston, said crank case and said cylinder being closed with respect to each other and communicating only through said piston rod, said piston rod having a partition therein dividing it into two parts closed with respect to each other, said cylinder having exhaust openings in the wall thereof.

5. An internal combustion engine com' thereof, and said hollow piston rod havingopenings near the top and bottom thereof and openings intermediate said first openings, said crank casing and said cylinder being closed with respect to each other, the, lower and intermediate openings in said hollow piston rod establishing communication between said crank casing and the lower end of said cylinder, and the openings in the upper portion of said hollow piston rod and the openings in said hollow member establishing communication between said lower portion of the cylinder and the upper portion of the cylinder, the portions being divided by said piston.

6. An internal combustion engine, comprising a cylinder, a piston therein, a crank casing, a piston rod associated with said piston and extending into said crank casing, said piston rod having two non-communieating central bores open at the extremities, said piston rod having openings near the top thereof into one of said bores and openings near the bottom thereof and intermediate the upper and lower openings into said second bore, a hollow fixed member within said cylinder slidably received within said first bore, said member having openings near the top thereof, and a packed joint on said casing engaging said piston rod, said crank casing and said cylinder being closed with respect to each other, said cylinder being divided into upper and lower parts by said piston therein, and the lower part of said cylinder communicating with said crank casing by means of the openings into said second bore of said iston rod, and the lower part of said cylin er counnunirating with the upper part of said cylinder by means of said openings in said .first bore of said piston rod and the openings in the said hollow member.

In testimony-,whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHN KERNER.

Witnesses:

W. N. TENER, PHILIP D. RoLLHAUs. 

